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Romania's General Transport Master Plan and Rail System

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Romania's General Transport Master Plan and Rail System DIRECTORATE-GENERAL FOR INTERNAL POLICIES POLICY DEPARTMENT B: STRUCTURAL AND COHESION POLICIES TRANSPORT AND TOURISM ROMANIA'S GENERAL TRANSPORT MASTER PLAN AND RAIL SYSTEM IN-DEPTH ANALYSIS This document was requested by the European Parliament's Committee on Transport and Tourism. AUTHOR Marc Thomas, with the assistance of Caroline Rooks (trainee) and Roberto Calise (trainee) Policy Department B: Structural and Cohesion Policies European Parliament B-1047 Brussels E-mail: [email protected] EDITORIAL ASSISTANCE Adrienn Borka LANGUAGE VERSIONS Original: EN ABOUT THE PUBLISHER To contact the Policy Department or to subscribe to its monthly newsletter please write to: [email protected] Manuscript completed in June 2015. © European Union, 2015. Print ISBN 978-92-823-7236-4 doi:10.2861/20058 QA-02-15-416-EN-C PDF ISBN 978-92-823-7235-7 doi:10.2861/905564 QA-02-15-416-EN-N This document is available on the Internet at: http://www.europarl.europa.eu/studies DISCLAIMER The opinions expressed in this document are the sole responsibility of the author and do not necessarily represent the official position of the European Parliament. Reproduction and translation for non-commercial purposes are authorized, provided the source is acknowledged and the publisher is given prior notice and sent a copy. DIRECTORATE-GENERAL FOR INTERNAL POLICIES POLICY DEPARTMENT B: STRUCTURAL AND COHESION POLICIES TRANSPORT AND TOURISM ROMANIA'S GENERAL TRANSPORT MASTER PLAN AND RAIL SYSTEM IN-DEPTH ANALYSIS Abstract Romania's General Transport Master Plan is currently under preparation. This note summarizes its content with regard to rail transport. It also briefly describes the Romanian rail system and sheds light on the advanced state of disrepair of the infrastructure and the subsequent traffic volume collapse. IP/B/TRAN/NT/2015-02 2015 PE 540.376 EN Romania's General Transport Master Plan and rail system ____________________________________________________________________________________________ CONTENTS 1. ROMANIA'S GENERAL TRANSPORT MASTER PLAN 5 2. OVERVIEW OF ROMANIA'S RAIL SYSTEM 6 3. INFRASTRUCTURE 7 4. TRAFFIC 8 5. EU FUNDING FOR ROMANIA'S RAILWAY 9 ANNEX A: CHANGES IN LENGTH OF THE RAIL NETWORKS IN THE MEMBER STATES BETWEEN 1990 AND 2012 10 ANNEX B: DAILY RAIL PASSENGER FLOWS IN 2011 11 ANNEX C: CORRUPTION IN ROMANIAN RAIL SYSTEM - SOME RECENT EXAMPLES 12 3 Policy Department B: Structural and Cohesion Policies ____________________________________________________________________________________________ 4 Romania's General Transport Master Plan and rail system ____________________________________________________________________________________________ 1. ROMANIA'S GENERAL TRANSPORT MASTER PLAN Member States receiving EU structural and cohesion funds for transport infrastructure must work out a 'General Transport Master Plan' (GTMP), i.e. a high level roadmap setting the major objectives of their national transport system in the long term (the current planning horizon is the year 2030). GTMPs are a prerequisite for EU funding. Master Plans are drawn up according to a methodology and guidelines developed by the European Commission. This is to facilitate the assessment of the national objectives which must comply with those defined at EU level, notably with regard to economic sustainability and the development of the trans-European transport network. Master Plans, however, are not drafted by the European Commission: the strategic objectives that they set out are those of the governments concerned. In the case of Romania, these objectives were adopted in February 20151 following preliminary work which began in 2012. The GTMP and the related studies/analysis are being developed by the US consultancy AECOM2. [It is important to note that Romania's GTMP is still a draft document, full of errors and inconsistencies and is in the process of being revised. It is, however, the most advanced of all the Master Plans currently being prepared.] As regards rail infrastructure, Romania's GTMP takes stock of the (unquestionable) advanced state of disrepair and concludes that maintaining the whole existing rail network to EU standards would be unaffordable - and unnecessary on portions of the network which accommodate very low volumes of traffic. The Master Plan therefore suggests channelling the available resources towards the main lines. 'As for secondary routes which serve a local function they could be retained and managed by a local authority albeit with no state funding, or closed'3. It should be noted that: - The GTMP does not map the secondary network to be closed. It settles on the basic principle of a network 40% shorter than the existing one and accounting for 90% of the demand. The lines to be closed would be identified at a later stage through in-depth cost-benefit analysis. - What the Master Plan proposes is not new. A similar reduction in length was suggested in the 1990's by the European Bank for Reconstruction and Development (EBRD) and the World Bank4 as part of the pre-accession rehabilitation program. In 2004 the Romanian government identified 30% of the network representing 2% of freight traffic and 8 % of passenger traffic to be operated under lease agreements or closed. This was not put into effect. 1 The Master Plan is still to be adopted by the Romanian Parliament before submission to the European Commission. It is to be reviewed every five years. See: http://gov.ro/en/government/cabinet- meeting/general-transport-master-plan-approved-by-the-government 2 http://www.aecom.com/ 3 Draft Romanian General Transport Master Plan (Version of May 2015). 4 The World Bank, Report n° 32668: Romania, railway rehabilitation project, Point 1.7, 2005. ECORYS, Study on strategic evaluation on transport investment priorities under structural and cohesion funds for the programming period 2007-2013, Country Report Romania, p.15, 2006. 5 Policy Department B: Structural and Cohesion Policies ____________________________________________________________________________________________ 2. OVERVIEW OF ROMANIA'S RAIL SYSTEM The Romanian network of rail lines open to commercial traffic is about 11 000 km long (the eighth largest in the EU). It comprises more than 1 000 stations, almost 200 tunnels and around 6 800 bridges. It is also in an advanced state of disrepair due to a chronic lack of maintenance: most of the track-related assets are on their last legs5. As a consequence, the rail system is very inefficient and it continues to deteriorate. The speed is limited to 50 km/h on almost a third of the network and to 80 km/h on another 40% (not to mention the numerous temporary speed restrictions6). Moreover, a lot of lines (72% of which are single track) are closed for maintenance during the morning. This results in low commercial speeds and poor frequencies. According to the Romanian Ministry of Transport this deterioration is due to the lack of money7, which is partly true: the poor situation is also due to poor management and operating practices affecting the infrastructure manager as well as railways. Moreover, endemic corruption is undermining the development and modernisation of the rail sector as a whole8. Consequently, even when significant funds have been invested to upgrade segments of the network, the journey times have had little or no impact. For instance travel times after rehabilitation work on the Bucharest-Constanta corridor (one of the parts of the network permanently affected by theft of cables and other equipment) are longer than before rehabilitation. It follows that the traffic volume collapses. Despite a fully open market, the volume of passengers dropped by 85%9 between 1990 and 2012, the volume of freight by 71%10. 5 According to the draft General Transport Master Plan about 65% of the track, 80% of the turnouts, 85% of the overhead catenary, 66% of the embankments and 40% of the bridges would require renewal. According to the Ministry of Transport 70% of rolling stock is outdated. 6 There were 1 800 temporary speed restrictions in 2012. 7 About 60% of the State support to the railways would be used to compensate for passenger services. It is noteworthy that almost one-third of the passengers would travel without a ticket, which is understandable in view of the poor travelling conditions. 8 A 'few' recent cases of abuse of office, embezzlement, bribe-taking, bribery, money laundering (and others...) to the detriment of enterprises operating in the rail sector are reported in Annex C. See also COM(2014) 38 final of 3.2.2014, Annex 23 (Romania) to the EU Anti-corruption Report. 9 Expressed in passenger-kilometre (pkm). A passenger-kilometre is equivalent to the movement of one passenger over one kilometre. 10 Expressed in tonne-kilometre (tkm). A tonne-kilometre is equivalent to the movement of one tonne of goods over one kilometre. 6 Romania's General Transport Master Plan and rail system ____________________________________________________________________________________________ 3. INFRASTRUCTURE (a)(e)(f) Length of the rail lines11 Change 1990 / 2012 in % (d) 1990 2000 2012 In Romania In the EU 28 In the EU 12 Total length in km (b) 11 348 11 015 10 777 - 5% - 8% - 12% Of which electrified (c) 3 680 3 950 4 032 + 9.6% + 54% (no data) Sources: Ministry of Transport (Sectoral Operational Programme Transport 2007-2013); UIC (Railway Handbook 2012); Eurostat. (a) The network is maintained by the state-owned infrastructure company CFR-SA (Compania Naţională de Căi Ferate). Since 1998, the Railway Regulatory Authority (Autoritatea Feroviară Română - AFER) monitors the rail sector as a whole, including the infrastructure. (b) A significant proportion (72%) of the rail network is single track. (c) 37 % of the network is electrified (54 % in the EU-28 where 9 Member States score below Romania). The length of electrified lines increased by about 10% between 1990 and 2012; in the EU-28 it raised by more than 54 % over the same period. (d) Since 1990 the length of the Romanian network has been reduced by 5%.
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